US4633842A - Method and apparatus for controlling the fuel injection amount and timing for a diesel engine - Google Patents

Method and apparatus for controlling the fuel injection amount and timing for a diesel engine Download PDF

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US4633842A
US4633842A US06/609,183 US60918384A US4633842A US 4633842 A US4633842 A US 4633842A US 60918384 A US60918384 A US 60918384A US 4633842 A US4633842 A US 4633842A
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fuel injection
accordance
injection amount
peak value
engine
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US06/609,183
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English (en)
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Shinji Ikeda
Shinichi Matsumoto
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA 1, TOYOTA-CHO, TOYOTA-SHI, AICHI-KEN, A CORP OF JAPAN reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA 1, TOYOTA-CHO, TOYOTA-SHI, AICHI-KEN, A CORP OF JAPAN ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: IKEDA, SHINJI, MATSUMOTO, SHINICHI
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/022—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an optical sensor, e.g. in-cylinder light probe
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to method and apparatus for controlling the fuel injection amount and timing for a Diesel engine and more particularly to a method of controlling the fuel injection amount and timing for a Diesel engine during the running environment where the change in altitude and/or the change in atmospheric pressure occurs.
  • Another feature of the present invention resides in the apparatus for controlling the fuel injection amount and timing for a Diesel engine having an fuel injection pump which comprises: a plurality of sensors including a burning flame sensor for detecting the burning flame light, the accelerator opening and the engine speed, etc. and for producing different detected signals , respectively; a spill actuator provided in the fuel injection pump and for controlling the fuel injection amount in accordance with the detected signals; a fuel cut valve provided at the fuel injection pump and for cutting the supply of fuel into the cylinder of the engine; a timer control valve provided at a conduit communicating high and low pressure oil chambers of the fuel injection pump and for controlling a timer so as to adjust the fuel injection timing ; an electronic control unit comprising: (i) a CPU for receiving various data and the detected signals from said sensors and for performing various operations and calculations of these data and signals and for producing control signals to said spill actuator, to said fuel cut valve, and to said timer control valve in accordance with control programs and said detected signals; (ii) a ROM for preliminarily storing various data maps and
  • FIG. 1 is an overall engine system having a fuel injection pump to which the method and apparatus according to the present invention are applied.
  • FIG. 2 is one example of the construction of a flame sensor for use in the present invention in order to detect the burning flame light in the combustion chamber of a cylinder,
  • FIG. 3 is a partially enlarged sectional view of the engine and the flame sensor shown in FIG. 1 and FIG. 2, in the mounted condition at the engine,
  • FIG. 4 is a detailed circuit construction of the electronic control unit shown in FIG. 1 according to the present invention.
  • FIG. 5 is one example of the construction of the peak hold circuit shown in FIG. 4, according to the present invention.
  • FIG. 6 shows the principal steps of the method for controlling the fuel injection amount and timing according to the present invention
  • FIG. 7 shows the detailed construction of the method of controlling the fuel injection amount and timing according to the present invention
  • FIG. 8 is a graph of the relationship between the basic maximum fuel injection amount Q 0 and the engine speed NE, to be stored in the ROM as a data map,
  • FIG. 9 is a graph of the relationship between the suction pipe pressure and the burning flame light value to be stored in the ROM as another data map
  • FIG. 10 is a graph of the relationship between the correction factor and the suction pipe pressure to be stored in the ROM as still another data map
  • FIG. 11 shows another control program flow chart for realizing the method according to the present invention in combination with the first program flow chart shown in FIG. 7, and
  • FIGS. 12(a) and (b) show respectively the linear relationship between the proportional term DP and the function j ( ⁇ T) and the integral term DI and the function k ( ⁇ T).
  • the engine system comprises a Diesel engine 11, a flame sensor 12 mounted to the cylinder of the engine 11 with the extreme end thereof exposed in a combustion chamber 13 so as to pick up the burning flame light of the fuel in the chamber 13 and to guide the light to a light detection circuit 12a through a light guide or an optical fiber 12b.
  • the engine system also comprises a fuel injection valve 14 for injecting fuel into the combustion chamber 13, a TDC sensor 15 for detecting the time point of the piston of the engine being in the TDC position.
  • the combustion chamber 13 may be an air type chamber or precombustion type chamber other than the vortex type chamber as shown in FIG. 3, the details of which will be described later.
  • the reference numeral 16 shows an accelerator opening sensor coupled to an accelerator pedal 17 and for producing an analog output signal in accordance with the amount of the depression of the pedal 17.
  • the well known fuel injection pump generally indicated at 20 which is electronically controlled distribution type comprises generally a drive shaft 21 which is rotatably driven by the engine 11, a feed pump 22 driven by the drive shaft and for suctioning the fuel into the pump chamber, a cam plate 23, a rotating member 24 which is contactive with the cam face of the cam plate and having a roller 24a so as to pivotally rotate it in accordance with the displacement of a piston, a pump plunger 25 inserted within a cylinder 26 and rotatably driven by the drive shaft 21 and for performing a piston movement by the interaction of the cam plate 23 and the roller 24a.
  • a shaft hole 25a of the plunger there is formed a shaft hole 25a of the plunger and a spill port 25b which communicates with the shaft hole 25a. Also, to the periphery of the pump plunger 25, there is slidably provided a spill ring 27 which is interlocked with a spill actuator 29 of a linear solenoid type through a governor lever 28, the position of which is controlled in accordance with the optimum fuel injection amount calculated in a control unit 51 which will be described in detail later. The fuel injection amount is controlled by adjusting the timing of the fuel flow.
  • the fuel injection pump 20 also comprises a delivery valve 30 for supplying the pressurized fuel from the distribution port of the pump plunger 25 to the fuel injection valve 14, a fuel cut valve 31 for stopping or cutting the supply of the fuel to the cylinder 26, a timer cam 32 of a hydroric type for adjusting the fuel injection timing in such a manner that the pivotal movement of the rotating member 24 in the circumferential direction which gets into contact with the cam plate 23 is controlled by the movements of a piston timer 33, thus enabling the fuel injection timing to be adjusted.
  • the timer 32 is indicated at 90° developed condition.
  • a high pressure oil chamber 34 and a low pressure oil chamber 35 at both the front and rear edge sides of the timer piston 33.
  • a coil spring 36 is inserted in the low pressure oil chamber 35 and a conduit 38 having a timer control valve 37 communicates the high pressure oil chamber 34 with the low pressure oil chamber 35.
  • the timer control valve 37 which operates in response to the duty ratio of a control pulse signal of, for instance, 20 HZ permits the pressurized oil in the high pressure chamber 34 to be leaked into the low pressure oil chamber 35 in accordance with the duty ratio of the signal, thus enabling the position of the timer piston 33, i.e. the position of the pivotal movement of the rotating member 24 to come to the position where the oil pressure in the high pressure oil chamber 34 and in the low pressure oil chamber 35 as well as the force of the spring 36 balance each other.
  • a gear speed sensor 39 of a magnetic pick-up type is provided at a gear 40 of the fuel injection pump 20 so as to produce pulse signals in accordance with the rotating speed of the gear 40.
  • a spill sensor 41 is also provided in the fuel injection pump 20.
  • the control unit 51 receives various data corresponding to the detected signals from the flame sensor 12, the TDC sensor 15, the accelerator opening sensor 16, the engine speed sensor 39 and the spill position sensor 41, etc., operates and processes these data and controls the spill actuator 29, the fuel cut valve 31, and the timer control valve 37 etc., in accordance with the result of the operations and calculations.
  • FIG. 2 shows one example of the flame sensor 12 which has a cylindrical housing 81.
  • the outer circumferential face of housing 81 has a threading 81a and a hexagonal head portion 81b for being screwed in the cylinder of the engine.
  • the cylindrical housing 81 has a central hole through which an optical fiber 12b made of quartz glass is penetrated.
  • the end 12c of this flame sensor 12 is projected out of the cylindrical housing 81 and formed as a lens for easy detection of light, and the other end is provided with a light detecting circuit 12a which uses a phototransistor, photodiode or solar cell to detects the light and converts it into an electric signal.
  • the flame sensor 12 is mounted in such a manner that the end of 12c of the flame sensor 12 is exposed in the chamber 13 in the cylinder head 11a which is a portion of the cylinder of the engine 11.
  • the optical fiber 12b is connected to the light detecting circuit 12a.
  • the light from the burning flame in the chamber 13 reaches the light detecting circuit 12a via the optical fiber 12b where it is converted into an electric signal and delivered to the electronic control unit 51.
  • the reference numeral 14a indicates the nozzle of the fuel injection valve 14, which is arranged in such a manner that the fuel injected from the nozzle nearly hits the end 12c of the flame sensor 12. Because of this arrangement of the nozzle, the end 12c is washed by the fuel and so it is not easily stained.
  • optical fiber in the cylindrical housing 81 and that to the photodetector circuit 12a may be separately arranged. In this case, both these optical fibers should be integrally connected by welding, etc. at the time of mounting the flame sensor to the engine 11.
  • FIG. 4 shows the construction of the electronic control unit 51 and the different sensors, the control valves, and actuator in the form of a block diagram.
  • the control unit 51 comprises a central processing unit (will be referred to simply as "CPU” hereinafter) which receives and calculates the data from various sensors according to control programs, and makes various operations and processings for controlling the operations of various units.
  • CPU central processing unit
  • the numeral 53 indicates a read only memory (will be referred to as "ROM” hereinafter) in which control programs and initial data are stored
  • the reference numeral 54 indicates a random access memory (will be referred to as “RAM” hereinafter) from and into which data for entry to the electronic control unit 51 and data necessary for calculation and control are temporarily read and written
  • the numeral 55 indicates a backup random access memory (will be referred to as “backup RAM”), nonvolatile memory backed up by a battery to maintain, even when the key switch is turned off, the data required for the subsequent operations of the engine
  • the numeral 56 and 57 indicates buffers for the output signals from the accelerator opening sensor 16 and the spill position sensor 41
  • the numeral 58 indicates a multiplexer for selectively delivering the output signals from the sensors to CPU 52
  • the numeral 59 indicates an A/D converter to convert analog signal into digital one
  • the numeral 60 indicates an input/output port which sends to the CPU 52 the sensor output signals supplied via the buffers 56 and 57,
  • the reference numeral 61 indicates a shaping circuit which shapes the waveforms of the output signals from the TDC sensor 15, the flame sensor 12, and the gear speed sensor 39.
  • the sensor output signals are directly fed to the CPU 52 from the shaping circuit via an input port 62.
  • reference numerals 63, 64, 65 indicate drive circuits respectively which drive the spill actuator 29, the timer control valve 37 and the fuel cut valve 31 respectively, by the signals produced from the CPU 52 via the output ports 66, 67, and 68, respectively.
  • the reference numeral 69 indicates a peak hold circuit which holds the peak value of the signal from the flame sensor 12. This peak value is applied to the A/D converter 59 via the multiplexer 58, where it is converted into a digital signal and is applied to the input/output port 60. The peak value is reset for every one cycle through the peak hold circuit 69 by a control signal issued from the CPU 52 through the input/output port 60. Also, when the integrated value and not the peak value is to be sought, an integration circuit is used instead of the peak hold circuit 69, the integrated value is applied to the CPU 52 by updating it for every one cycle according to the similar control.
  • FIG. 5 shows one example of the circuit construction of the peak hold circuit 69.
  • the peak hold circuit comprises a first operational amplifier as a first comparator CP1, a second operational amplifier CP2 as a second comparator, a diode D, a capacitor C, a switch S, and a resistor R.
  • the voltage signal V in from the flame sensor 12 after a photoelectric conversion is applied to the non-inverting input of the first comparator CP1.
  • the circuit functions as follows; when the voltage signal V in is applied to the non-inverting input of the first comparator CP1, an output signal or voltage corresponding to the input voltage V in from the flame sensor 12 is produced, as it is, since the feedback signal F1 from the output side of the second comparator CP2 has not yet been produced. Accordingly, the output voltage from the first comparator CP1 is applied to the capacitor C through the diode D and the capacitor C is charged to a constant voltage level. Namely, the output voltage from the first comparator CP1 is held in the capacitor C.
  • the charged voltage across the capacitor C is applied to the non-inverting input of the second comparator CP2, so that an output voltage V max is produced from the output of the second comparator CP2, which is the same as V in as the feedback signal F2 has not yet been produced from the output side of the second comparator CP2 at this time point.
  • the output voltage is soon produced from the second comparator CP2 and it is fedback to the inverting input terminal of the first and second comparators CP1 and CP2, respectively. Accordingly, while the input voltage V in is increasing, the output voltage from the second comparator CP2 increases in accordance with the charge of the capacitor C. However, when the input voltage V in becomes decreasing, the charged voltage at the capacitor C prevents the output voltage V max from being decreased, thus holding the peak level of the output voltage from the second comparator CP2.
  • the switch S In order to reset the output voltage V max which is held at the peak level, the switch S is temporarily turned on by a control signal from the CPU 52 of the control unit 51 and the peak hold circuit is ready for the next cycle.
  • the remaining reference numeral 70 indicates a bus line for the passage of signals and data
  • the numeral 71 indicates a clock circuit which delivers clock signals for timing the control of the CPU 52, the ROM 53, and RAM 54 at predetermined intervals, respectively.
  • FIG. 6 shows the basic steps of operations of proceedings of the method of controlling the fuel injection amount and timing for a Diesel engine, according to the present invention.
  • the method according to the present invention comprises the steps of:
  • FIG. 7 shows a program flow chart for realizing the method of controlling the fuel injection amount and timing of the engine, according to the present invention described above, with reference to FIG. 6.
  • the subroutine A shown here is a portion of a series of the operations performed by the electronic control unit 51 and it is executed at the lapse for a predetermined time or a predetermined rotation of crank angle.
  • the reference numeral 110 indicates a step where the engine speed NE and other parameters are detected.
  • the engine speed is detected by the speed sensor 39, and after that the operation moves to the step 120.
  • a basic maximum fuel injection amount Q 0 is retrieved from a data map based on said NE. This map corresponds to a graph of the relationship between Q 0 and NE shown in FIG. 8.
  • the numeral 140 indicates a step where a decision is made if the content of a counter i is above a predetermined count n or not.
  • the numeral 150 is a step where the total of the peak values of the light intensity from the burning flame detected by the flame sensor 12 of n times is divided by n so as to calculate a mean value F p of the peak values.
  • the numeral 160 is a step in which a function f (F p ) is calculated based on said F p value so as to calculate a correction factor Q d of the maximum fuel injection amount.
  • the function f(F p ) is shown in FIG. 9 which shows a graph of the pressure in the suction pipe vs. the peak value of the burning flame light, and shown in FIG. 10 which shows a graph of the pressure in the suction pipe vs. correction factor Q d .
  • the correction factor Q d may be determined from the maps in FIG.
  • the numeral 170 indicates a step where "1" is set in the counter i and the total peak value F p is cleared.
  • the numeral 180 is a step where the peak value of the ith burning flame light is detected as a F(i) may be an integral value of the burning flame light, and in this case, F(i) is not only the peak value, but also the integrated value.
  • the numeral 190 indicates a step in which peak values are added together to determine or seek the total value F p .
  • the reference numeral 200 is a step where the counter i is incremented.
  • the numeral 210 is a step where the basic maximum fuel injection amount Q 0 sought in the step 120 is subtracted by the correction factor Q d calculated in the step 160 to seek the final maximum fuel injection amount Q f .
  • the step 110 is executed and the engine speed NE is detected.
  • the step 120 the basic maximum fuel injection amount Q 0 is retrieved from the data map based on the engine speed NE.
  • the next step 140 is executed.
  • a decision is made whether or not the value of the counter i is above a predetermined value n.
  • the main rountine (not shown) has been initially set to "1”
  • the counter i is less than the predetermined value n. Accordingly, the result of the decision becomes NO and the operation now moves to the next step 180.
  • the step 180 the peak value of the burning flame light in the cylinder is detected by the flame sensor 12, and the operation now moves to the next step 190 where the above peak value is added to F p .
  • the value F p is cleared. Further, in the step 200, the counter i is incremented. In the step 210, the basic maximum fuel injection amount Q 0 calculated in the step 120 is subtracted by the correction factor Q d to provide the final maximum fuel injection amount Q f . Since the step 160 has not yet been executed, the value set in the initalization of the main routine is used as the correction factor Q d and the operation of the subroutine A1 is terminated. The final maximum fuel injection amount Q f is used as an upper limit value of the fuel injection amount in other fuel injection control subroutine not shown here.
  • step 140 a decision is made as to whether or not the value of the counter i is above n. Since the count in the counter i has been incremented to "2" in the previous operation, if the value n is, for example, "100", the result of the decision becomes NO and the operation now moves to the next step 180. In the step 180, the peak of the burning flame light is detected. After this operation, the program now moves to the next step 190.
  • the peak value thus calculated is added to the F p and the operation now moves to the next step 200, where the counter i is incremented. Namely, the counter is counted up to "3".
  • the next step 210 the final maximum fuel injection amount Q f is calculated. Then, the operation of the subroutine terminates. However, so long as the opening or depression of the accelerator pedal 17 (see FIG. 1) is in the predetermined state and the value of the counter i is less than the predetermined value n, the result of the decision in the step 140 becomes NO and detection of the peak value of the burning flame light, the addition of the peak value to F p and the increment of the counter i are repeatedly done.
  • the decision in the step 140 becomes YES and the operation now moves to the next step 150.
  • the value F p previously calculated in the step 190 is divided by n to calculate the mean value F p of the peak values of the burning flame light.
  • the function f (F p ) is calculated based on the F p to determine the correction factor Q d .
  • the operation now moves to the next step 170, where "1" is set in the counter i and the total value F p of the peak values is cleared.
  • the step 210 is executed, the basic maximum fuel injection amount Q 0 calculated in the step 120 is subtracted by the correction factor Q d obtained in the step 160 to seek the final maximum fuel injection amount Q f and the operation of this routine A terminates.
  • the maximum fuel injection amount in accordance with the burning flame light in the cylinder and also in accordance with the change in the air pressure. Since the peak value of the burning flame light of the integral value has some correlation with the atmospheric pressure in the suction pipe in this case, the maximum fuel injection amount can be controlled according to the atmospheric pressure, namely, the altitude where the engine is operating.
  • the calculation of the correction factor for the maximum fuel injection amount based on the mean value of the peak values of the burning flame light makes it possible to accurately control the fuel injection amount.
  • the subroutine A in the first embodiment may be utilized in combination with the method of controlling the fuel injection timing utilizing the data of timing when the burning flame light is detected by the flame sensor 12.
  • FIG. 11 shows the program flow chart of the fuel injection timing control in combination with the first embodiment, the flow chart of the subroutine B.
  • the reference numeral 300 indicates a step where the engine load LD is detected.
  • the engine load LD can be detected by the output signal from the accelerator opening sensor 16.
  • the numeral 310 shows a step where a preset ignition timing T s is retrieved from the map based on the NE and LD calculated in the step 110 of the subroutine A.
  • the numeral 310 indicates a step where the actual ignition timing T a from the top dead center of the cylinder until the ignition is detected.
  • the numeral 330 shows a step where the actual ignition timing T a is subtracted from the value T s to seek the difference ⁇ T.
  • the numeral 340 shows a step where a function j ( ⁇ T) is calculated based on the value ⁇ T, thereby setting a proportional term DP of the feedback control function and further calculating an integral term DI of the feedback control function by the calculation of a function K( ⁇ T) based on the value ⁇ T.
  • the relationship between the proportional term DP and the integral term DI has a linear relation as shown in FIGS. 12(a) and (b), respectively.
  • the numeral 350 indicates a step where the value DP is added to ⁇ DI, the sum of integral value DI so as to calculate the duty of the control signal for the timer control valve 37.
  • the numeral 360 indicates a step where the timer control valve 37 is driven based on the duty of the control signal so as to drive the timer to the position for a predetermined fuel injection timing.
  • the maximum fuel injection timing can be controlled by calculating the atmospheric pressure form the peak value or integral value of the burning flame light detected by the flame sensor 12 as in the first embodiment while enabling the fuel injection timing to be feedback-controlled by a measuring the time when a control signal based on the burning flame light is produced from the flame sensor 12 according to the subroutine B, thus enabling the black smoke, knocking phenomena, emission, noises, the fuel consumption rate to be reduced.
  • both the atmospheric pressure and ignition timing can be detected by one sensor, thereby enabling the control unit and the operation thereof to be simplified as well as the weight of the unit to be reduced.
  • the method of controlling the fuel injection amount in a Diesel engine comprises the steps of detecting the burning flame light of the fuel in the cylinder, increasing or decreasing the maximum fuel injection amount in accordance with the intensity of the light from the burning flame and precisely controlling the maximum fuel injection amount so as to adapt the altitude where the engine is running, without any mechanical action but with only picking up the intensity of the light from the burning flame, through a relatively simple apparatus.
  • such data as the data corresponding to the burning flame light can be used for detecting the ignition and for controlling the ignition timing of the engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US06/609,183 1983-05-24 1984-05-11 Method and apparatus for controlling the fuel injection amount and timing for a diesel engine Expired - Fee Related US4633842A (en)

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JP58091334A JPS59215928A (ja) 1983-05-24 1983-05-24 デイ−ゼルエンジンの燃料噴射量制御方法
JP58-91334 1983-05-24

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US4763630A (en) * 1985-03-04 1988-08-16 Toyota Jidosha Kabushiki Kaisha Method of and system for controlling injection timing in diesel engine
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EP1015855A4 (de) * 1997-02-06 2001-10-24 Optrand Inc Kraftstoffeinspritzeinheiten mit integrierten faseroptischen drucksensoren und dazugehorige kompensations-und uberwachungsvorrichtungen
EP0884467A1 (de) * 1997-06-13 1998-12-16 Toyota Jidosha Kabushiki Kaisha Kraftstoffeinspritzanlage eines Dieselmotors
US5900541A (en) * 1997-07-14 1999-05-04 Cummins Engine Company, Inc. Sensor assembly for easy removal
US6882418B1 (en) * 1999-12-02 2005-04-19 Fkfs Forschungsinstitut Fur Kraftfahrwesen Und Fahrzeugmotoren Device for monitoring the combustion processes occurring in the combustion chamber of an internal combustion engine
US20030224905A1 (en) * 2002-05-29 2003-12-04 Yasuhiko Higashiyama Method and apparatus for controlling diesel engine
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AU2004251230B2 (en) * 2003-06-20 2010-05-27 Ge Global Sourcing Llc Adaptive fuel control for an internal combustion engine
WO2005001265A1 (en) * 2003-06-20 2005-01-06 General Electric Company Adaptive fuel control for an internal combustion engine
GB2417795A (en) * 2003-06-20 2006-03-08 Gen Electric Adaptive fuel control for an internal combustion engine
GB2417795B (en) * 2003-06-20 2007-02-21 Gen Electric Adaptive fuel control for an internal combustion engine
CN1823219B (zh) * 2003-06-20 2011-07-13 通用电气公司 内燃机的自适应燃油控制方法和装置
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US8484968B2 (en) 2005-03-31 2013-07-16 General Electric Company System and method for operating a compression-ignition engine
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US20090150044A1 (en) * 2007-12-07 2009-06-11 General Electric Company, A New York Corporation Fuel injection system and method of operating the same for an engine
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DE3419274C2 (de) 1993-01-28
DE3419274A1 (de) 1984-11-29

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